Awd vehicle with active disconnect coupling having controlled lubrication

ABSTRACT

A vehicle drive train includes a first power disconnection device and a first driveline for transferring torque to a first set of wheels. A second driveline for transferring torque to a second set of wheels includes a differential gearset having an output coupled to a second power disconnection device. A hypoid gearset is positioned within the second driveline in a power path between the first and second power disconnection devices. The second power disconnection device includes a clutch having a first set of clutch plates fixed for rotation with the differential gearset output. The clutch further includes a second set of clutch plates fixed for rotation with a shaft adapted to transfer torque to one of the wheels of the second set of wheels. A valve limits a flow of coolant to the clutch when the second power disconnection device operates in a disconnected mode.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.12/851,940 filed on Aug. 6, 2010 which claims the benefit of U.S.Provisional Patent Application No. 61/232,882, filed on Aug. 11, 2009.The entire disclosure of the above applications are incorporated hereinby reference in its entirety.

FIELD

The present disclosure relates to a driveline for a motor vehicle havinga system for disconnecting a hypoid ring gear from rotating at drivelinespeed. In particular, a power transfer device such as a power take-offunit or a transfer case includes a coupling for ceasing the transfer oftorque from a power source to the hypoid ring gear of a secondarydriveline while another disconnect selectively interrupts the flow ofpower from a vehicle wheel to the hypoid ring gear on the secondarydriveline.

BACKGROUND

Typical power take-off units transfer power from a transaxle in receiptof torque from a vehicle power source. The power take-off unit transferspower to a propeller shaft through a gear arrangement that typicallyincludes a hypoid cross-axis gearset. Other gear arrangements such asparallel axis gears may be provided within the power take-off unit toprovide additional torque reduction.

Power take-off units have traditionally been connected to the transaxleoutput differential. Accordingly, at least some of the components of thepower take-off unit rotate at the transaxle differential output speed.Power losses occur through the hypoid gear churning through alubricating fluid. Efficiency losses due to bearing preload and gearmesh conditions are also incurred while the components of the powertake-off unit are rotated.

Similar energy losses occur when other driveline components are rotated.For example, many rear driven axles include hypoid gearsets having aring gear at least partially immersed in a lubricating fluid. In atleast some full-time all-wheel drive configurations, the rear drive axlehypoid gearset continuously rotates during all modes of operation andtransmits a certain level of torque. In other applications, the rearaxle hypoid gearset still rotates but without the transmission of torquewhenever the vehicle is moving. In other configurations, a transfer caseselectively transfers power to a front drive axle equipped with a frontdrive axle hypoid gearset. Regardless of the particular configuration,churning and parasitic losses convert energy that could have beentransferred to the wheels into heat energy that is not beneficiallycaptured by the vehicle. As such, an opportunity may exist to provide amore energy efficient vehicle driveline.

SUMMARY

A vehicle drive train includes a first driveline being adapted totransfer torque to a first set of wheels and includes a first powerdisconnection device. A second driveline is adapted to transfer torqueto a second set of wheels and includes a differential gearset having anoutput coupled to a second power disconnection device. A hypoid gearsetis positioned within the second driveline in a power path between thefirst and second power disconnection devices. The second powerdisconnection device includes an active multi-plate clutch having afirst set of clutch plates fixed for rotation with the differentialgearset output. The clutch further includes a second set of clutchplates fixed for rotation with an output shaft adapted to transfertorque to one of the wheels of the second set of wheels. A valve isoperable to limit a flow of coolant to the multi-plate clutch when thesecond power disconnection device operates in the disconnected mode.

In another form, a vehicle drive train includes a first drivelineadapted to transfer torque from a power source to a first set of wheelsand includes a power take-off unit. A second driveline includes a hypoidgearset in receipt of torque from the first driveline. The powertake-off unit includes a first power disconnection device selectivelyceasing the transfer of torque to the hypoid gearset. The seconddriveline transfers torque to a second set of wheels and includes asecond power disconnection device selectively interrupting a transfer oftorque from the second set of wheels to the hypoid gearset. The secondpower disconnection device includes a multi-plate clutch controlled by aball ramp actuator selectively providing a first rate of axial applyplate travel per degree of rotation and a second lesser rate of axialapply plate travel per degree of rotation.

Further areas of applicability will become apparent from the descriptionprovided herein. It should be understood that the description andspecific examples are intended for purposes of illustration only and arenot intended to limit the scope of the present disclosure.

DRAWINGS

The drawings described herein are for illustration purposes only and arenot intended to limit the scope of the present disclosure in any way.

FIG. 1 is a schematic of an exemplary vehicle equipped with a vehicledrive train of the present disclosure;

FIG. 2 is a fragmentary cross-sectional view of a rear drive axleincluding a disconnect coupling;

FIG. 3 is a fragmentary cross-sectional view of a ball ramp actuationmechanism;

FIG. 4 is a fragmentary sectional view of another portion of the ballramp mechanism;

FIG. 5 is a partial fragmentary cross-sectional view of a rear driveaxle having a clutch lubrication flow valve; and

FIG. 6 is a fragmentary cross-sectional view of the axle and the clutchlubrication flow valve having a flow reducer in a position to restrictfluid flow,

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is notintended to limit the present disclosure, application, or uses. Itshould be understood that throughout the drawings, correspondingreference numerals indicate like or corresponding parts and features.

In general, the present disclosure relates to a coupling and hypoiddisconnect system for a driveline of a motor vehicle. A power take-offunit may be equipped with an active coupling or a dogclutch/synchronizer to disconnect the power source from a portion of thedriveline and to reconnect through synchronization of said driveline.Additionally, another active coupling may be provided to disconnect aportion of the driveline from the vehicle wheels. The hypoid gearing ofthe vehicle driveline may be separated from the driving source of powerto reduce churning losses and other mechanical inefficiencies.

With particular reference to FIG. 1 of the drawings, a drive train 10 ofa four-wheel drive vehicle is shown. Drive train 10 includes a frontdriveline 12 and a rear driveline 14 both drivable from a source ofpower, such as an engine 16 through a transmission 18 which may be ofeither the manual or automatic type. In the particular embodiment shown,drive train 10 is a four-wheel system incorporating a power transmissiondevice 20 for transmitting drive torque from engine 16 and transmission18 to front driveline 12 and rear driveline 14. Power transmissiondevice 20 is shown as a power take-off unit.

Front driveline 12 is shown to include a pair of front wheels 24individually driven by a first axle shaft 26 and a second axle shaft 28.Front driveline 12 also includes a reduction speed gearset 30 and adifferential assembly 32. Power transmission device 20 includes a clutch34 and a right-angled drive assembly 36. Clutch 34 may be configured asa dog clutch, a synchronized clutch, a roller clutch, a multi-plateclutch, or another torque transferring disconnection mechanism. If speedsynchronization may be accomplished between the rotating members to beconnected, a simple dog clutch may suffice. However, under certainconditions, the reconnection of a previously disconnected driveline maybecome more challenging due to rotational speed differences across thepower disconnection device. For example, front wheel slip may occur thatwill result in the front driveline speed being greater than therotational speed of rear driveline components being driven by the rearwheels. In this case, a speed differential will be realized across thepower disconnection device making it difficult or impossible for a dogclutch to be actuated from a non-torque transferring mode to a torquetransferring mode. Accordingly, a roller clutch or synchronizer may beimplemented at any of the locations depicted as a dog clutch or similarpower disconnection device. By implementing the roller clutch orsynchronizer, a controller may initiate reconnection and torque transferonce a specified range of speed difference between the two members beingconnected is met. This control arrangement may result in improved systemperformance including a reduction in the time required to operate thevehicle in one of the drive modes,

Rear driveline 14 includes a propeller shaft 38 connected at a first endto right-angled drive assembly 36 and at an opposite end to a rear axleassembly 40. Rear driveline 14 also includes a pair of rear wheels 42individually driven by a first rear axle shaft 44 and a second rear axleshaft 46. Rear axle assembly 40 also includes a hypoid ring and piniongearset 48 driving a differential assembly 50. A disconnect coupling 52may selectively drivingly connect and disconnect second rear axle shaft46 from ring and pinion gearset 48 and differential assembly 50.

FIG. 2-4 depict portions of rear axle assembly 40. A housing 60rotatably supports a pinion shaft 62 of ring and pinion gearset 48 viabearings 64, 66. A pinion gear 68 is integrally formed with pinion shaft62. Ring and pinion gearset 48 also includes a ring gear 70 in meshedengagement with pinion gear 68 and fixed for rotation with a carrier 72.Carrier 72 is rotatably supported within housing 60 by bearings 74.Differential assembly 50 includes a pair of pinion gears 76 supported ona cross pin 78 fixed to carrier 72. First and second side gears 80, 82are in meshed engagement with pinion gears 76. Second side gear 82 isfixed for rotation with a stub shaft 84. Bearing 74 rotatably supportsstub shaft 84 within housing 60. Seals 86 engage stub shaft 84 andseparate a cavity 88 containing disconnect coupling 52 from a cavity 89containing differential assembly 50.

Disconnect coupling 52 includes a drum 90 fixed for rotation with stubshaft 84. A driven spindle 94 is rotatably supported within a removableportion 96 of housing 60 by bearings 98. A hub 100 is fixed for rotationwith driven spindle 94 via a splined connection 102. Disconnect coupling52 also includes a plurality of outer friction plates 104 fixed forrotation with and axially moveable relative to drum 90 as well as aplurality of inner friction plates 106 fixed for rotation with and beingaxially moveable relative to hub 100. Outer friction plates 104 areinterleaved with inner friction plates 106.

A clutch actuator 110 is operable to selectively apply a force to anactuator plate 112 for compressing outer clutch plates 104 and innerclutch plates 106 to transfer torque between stub shaft 84 and drivenspindle 94. A spring 113 is positioned to engage hub 100 and actuatorplate 112 to urge actuator plate 112 away from clutch plates 104, 106.Actuator 110 includes an electric motor 114 driving a ball rampmechanism 115 via a worm gear 116 and sector gear 117. Ball rampmechanism 115 includes a first cam plate 118 spaced apart from a secondcam plate 120. First cam plate 118 includes a plurality of taperedgrooves 122. Second cam plate 120 includes a corresponding pair oftapered grooves 124 that are circumferentially spaced apart from oneanother and positioned to oppose first grooves 122. Balls 126 arepositioned within pairs of tapered grooves 122, 124. Relative rotationbetween first cam plate 118 and second cam plate 120 causes second camplate 120 to translate and axially move actuator plate 112.

As shown in FIG. 4, first tapered grooves 122 include a relatively steepramp angle portion 128 adjacent to a relatively shallow ramp angleportion 130. Second grooves 124 also include corresponding steep andshallow ramp angle portions 132 and 134, respectively. To reducefrictional losses across disconnect coupling 52 when the coupling isoperated in an open or disconnected mode, it may be advantageous tospace outer friction plates 104 from inner friction plates 106 a maximumdistance from one another. The shape and depth of first grooves 122 andsecond grooves 124 acting with spring 113 may accomplish this task.However, a relatively large distance needs to be traversed when torquetransfer across disconnect coupling 52 is desired. The steep ramp angleportions 128, 132 function to accomplish this goal by axiallytranslating second cam plate 120 a relatively large amount based on arelatively small amount of relative rotation between first cam plate 118and second cam plate 120. Once most of the clearance between outerclutch plates 104, inner clutch plates 106 and actuator plate 112 hasbeen removed, balls 126 act on the relatively shallow ramp angleportions 130, 134 to apply an amplified force and control the torquegenerated by disconnect coupling 52.

Clutch actuator 110 may alternatively include a hydraulic motor, or someother source of energy to cause relative rotation between first camplate 118 and second cam plate 120. Furthermore, it should beappreciated that ball ramp mechanism 115 may be replaced by a hydraulicactuation system with similar behavior. In a first step, a piston in thehydraulic system travels quickly with a small available force. In asecond step, the piston travels slowly, but with a high possibleactuation force. An exemplary system is described within U.S. PatentApplication Publication No. 2009/038908 which is hereby incorporated byreference.

During vehicle operation, it may be advantageous to reduce the churninglosses associated with driving ring and pinion gearset 48 andright-angled drive assembly 36. A controller 140 is in communicationwith a variety of vehicle sensors 142 providing data indicative ofparameters such as vehicle speed, four-wheel drive mode, wheel slip,vehicle acceleration and the like. At the appropriate time, controller140 outputs a signal to control clutch 34 and place it in a deactuatedmode where torque is not transferred from engine 16 to rear driveline14. Controller 140 also signals clutch actuator 110 associated withdisconnect coupling 52 such that energy associated with rotating rearwheels 42 will not be transferred to ring and pinion gearset 48 ordifferential assembly 50. Accordingly, the hypoid gearsets do not rotateat the rotational output speed of differential assembly 32, nor do theyrotate at the rotational speed of rear wheels 42. The hypoid gearsetsare disconnected from all sources of power and are not driven at all.

It is contemplated that any one or more of the previously describedclutches including interleaved inner and outer clutch plates may beeither a wet clutch or a dry clutch. Wet clutches are lubricated andcooled with a fluid that may be pumped or sloshed across the frictionsurfaces of the inner and outer clutch plates. The wet clutches provideexcellent torque transfer characteristics and operate in a sealedenvironment containing the lubricant. A pump (not shown) may providepressurized fluid to cool the wet clutch. Alternatively, the fluidacting on the clutch plates may be the same fluid used to lubricatemembers of the gear train including the ring and pinion gears.

When a wet plate clutch is used as a disconnect device and active allwheel drive coupling, viscous drag torque losses are associated with theplates of the wet clutch shearing through the fluid in contact with theplates. To reduce the drag losses within the wet clutch, the inner andouter plates may be axially spaced apart from one another a relativelylarge distance, as previously discussed. To further reduce the fluidshearing losses, actuator 110 may include a valve 150 associated with aclutch lubrication pickup tube 152. Lubrication pickup tube 152 isstationary within housing 60 and may be fixed to first cam plate 118.Valve 150 functions to control lubricant flow in the vicinity of outerclutch plates 104 and inner clutch plates 106. When disconnect coupling52 is in a torque transferring mode, a substantial flow of lubricant isallowed. When disconnect coupling 52 is in the open or disconnectedmode, valve 150 functions to restrict or discontinue the flow oflubricant to the friction plates 104, 106. With the lubricant flowrestricted or stopped, fluid previously positioned between outer clutchplates 104 and inner clutch plates 106 will drain such that the shearinglosses will be further reduced. More particularly, and as shown in FIGS.5 and 6, it is contemplated that valve 150 includes a flow reducer 154fixed to second cam plate 120. Flow reducer 154 is shown rotated out ofa flow restricting position in FIG. 5. FIG. 6 depicts flow reducer 154blocking at least a portion of pickup tube 152. The angular orientationof second cam plate 120 determines the position of flow reducer 154.

By positioning actuator 110 within housing 60 as previously discussed,the forces generated by disconnect coupling 52 and its associatedactuator 110 are retained and reacted in housing portion 96 thusminimizing any losses across support bearings 74 or 98, therebyimproving system control and accuracy. Furthermore, the actuation forcesrelated to operating disconnect coupling 52 are not influenced by forcesgenerated by ring and pinion gearset 48 or differential assembly 50,thus improving control accuracy and reducing drag losses.

It should be appreciated that the concepts previously discussedregarding the operation and location of multiple disconnects in relationto a transverse oriented engine and transmission as depicted in FIG. 1may also be applied to a longitudinal engine arrangement. While a numberof vehicle drivelines have been previously described, it should beappreciated that the particular configurations discussed are merelyexemplary. As such, it is contemplated that other combinations of thecomponents shown in the Figures may be arranged with one another toconstruct a drive train not explicitly shown but within the scope of thepresent disclosure.

What is claimed is:
 1. A vehicle drivetrain for transferring drivetorque from a power source to first and second sets of wheels, thedrivetrain comprising: a first driveline configured to transfer drivetorque from the power source to the first set of wheels; and a seconddriveline configured to transfer drive torque from the power source tothe second set of wheels, the second driveline including a hypoidgearset driven by the power source, a differential assembly driven bythe hypoid gearset, and a disconnect coupling operably disposed betweenthe differential assembly and the second set of wheels, wherein thedisconnect coupling includes a multi-plate clutch disposed between anoutput gear of the differential assembly and an output shaft connectedto one of the second set of wheels, a clutch actuator operable in afirst mode to disengage the multi-plate clutch and interrupt thetransfer of drive torque between the output gear and the output shaftand operable in a second mode to engage the multi-plate clutch andtransfer drive torque between the output gear and the output shaft, anda valve operable to limit a flow of lubricant to the multi-plate clutchwhen the clutch actuator operates in its first mode.
 2. The vehicledrivetrain of claim 1 wherein the valve is operable to permit the flowof lubricant to the multi-plate clutch when the clutch actuator operatesin its second mode.
 3. The vehicle drivetrain of claim 2 wherein thevalve is controlled in response to a rotational position of the clutchactuator.
 4. The vehicle drivetrain of claim 3 wherein the clutchactuator includes a non-rotary first component and a rotary secondcomponent such that rotation of the second component relative to thefirst component between a first position and a second position acts toshift the clutch actuator between its first mode and its second mode. 5.The vehicle drivetrain of claim 4 wherein the valve is mounted to therotary second component of the clutch actuator and is moveable therewithrelative to a lubrication device providing lubricant to the multi-plateclutch, wherein the valve closes the lubrication device when located inits first position to limit flow of the lubricant to the multi-plateclutch, and wherein the valve opens the lubrication device when locatedin its second position to permit the lubricant to flow to themulti-plate clutch.
 6. The vehicle drivetrain of claim 5 wherein theclutch actuator includes a ball ramp unit having a first non-rotary camdefining the first component and a second rotary cam defining the secondcomponent, and wherein the rotation of the second cam from its firstposition to its second position acts to locate the valve for opening thelubrication device and rotation of the second cam from its secondposition to its first position acts to locate the valve for closing thelubrication device.
 7. The vehicle drivetrain of claim 1 wherein thesecond driveline further includes a second hypoid gearset adapted todrive the first hypoid gearset, and a second disconnect couplingoperable for selectively interrupting the transfer of drive torque fromthe power source to the second hypoid gearset.
 8. A vehicle drivetrainfor transferring torque to first and second sets of wheels, thedrivetrain comprising: a first driveline adapted to transfer torque tothe first set of wheels and including a first power disconnectiondevice; a second driveline adapted to transfer torque to the second setof wheels and including a differential assembly and a second powerdisconnection device, the second power disconnection device including amulti-plate clutch disposed between an output gear of the differentialassembly and an output shaft connected to one of the second set ofwheels; a hypoid gearset positioned within the second driveline in apower path between the first and second power disconnection devices,wherein the hypoid gearset is selectively disconnected from being drivenby either of the first driveline and the second driveline when the firstand second power disconnection devices are operated in a disconnected,non-torque transferring mode; and a valve operable to limit a flow oflubricant to the multi-plate clutch when the second power disconnectiondevice operates in the disconnected mode.
 9. The vehicle drivetrain ofclaim 8 wherein the valve is controlled by the rotational position of acomponent of a clutch actuator, and wherein the clutch actuator isoperable for controlling engagement of the multi-plate clutch to shiftthe second power disconnection device between its disconnected mode anda connected, torque transferring mode.
 10. The vehicle drivetrain ofclaim 9 wherein the clutch actuator includes a ball ramp mechanism, andwherein the valve is fixed for rotation with a rotary cam member of theball ramp mechanism,
 11. The vehicle drivetrain of claim 8 wherein thefirst power disconnection device is positioned within a power take-offunit and includes a multi-plate clutch.
 12. The vehicle drivetrain ofclaim 8 wherein the first driveline includes another hypoid gearsetpositioned in the power path between the first and second powerdisconnection devices.
 13. A vehicle drivetrain for transferring torquefrom a power source to first and second sets of wheels, the drivetraincomprising: a first driveline adapted to transfer torque from the powersource to the first set of wheels and including a power take-off unit;and a second driveline including a hypoid gearset in receipt of torquefrom the first driveline, the power take-off unit including a firstpower disconnection device selectively operable in a disconnected modefor interrupting the transfer of torque to the hypoid gearset, thesecond driveline transferring torque to the second set of wheels andincluding a second power disconnection device selectively operable in adisconnected mode for interrupting the transfer of torque from thesecond set of wheels to the hypoid gearset, wherein the second powerdisconnection device includes a multi-plate clutch controlled by a ballramp actuator and a valve operable to limit flow of lubricant to themulti-plate clutch when the ball ramp actuator shifts the second powerdisconnection device into its disconnected mode.
 14. The vehicledrivetrain of claim 13 wherein the valve is controlled by a rotationalposition of the ball ramp actuator.
 15. The vehicle drivetrain of claim14 wherein the ball ramp actuator includes a rotary cam member, andwherein the valve is fixed for rotation with the cam member.
 16. Thevehicle drivetrain of claim 13 wherein the ball ramp actuator includes anon-rotary first cam and a rotary second cam such that rotation of thesecond cam relative to the first cam between a first position and asecond position acts to shift the second disconnection mechanism betweenits disconnected mode and a connected mode for transferring torquethrough the multi-plate clutch from the second set of wheels to thehypoid gearset.
 17. The vehicle drivetrain of claim 16 wherein the valveis mounted to the rotary second cam and is moveable therewith relativeto a lubrication device configured to provide the lubricant to themulti-plate clutch, wherein the valve closes the lubrication device whenthe second cam is located in its first position to limit flow of thelubricant to the multi-plate clutch, and wherein the valve opens thelubrication device when the second cam is located in its second positionto permit the lubricant to flow to the multi-plate clutch.
 18. Thevehicle drivetrain of claim 13 wherein the ball ramp actuator includes aball ramp mechanism having a first non-rotary cam and a second rotarycam, wherein the valve is fixed to the second cam, wherein rotation ofthe second cam from a first position to a second position acts to locatethe valve for opening a lubrication device and rotation of the secondcam from its second position to its first position acts to locate thevalve for closing the lubrication device, and wherein the lubricationdevice is in fluid communication with the multi-plate clutch.